Combined intercooler and flame arrester

ABSTRACT

A combined flame arrester and intercooler for cooling intake gas for an internal combustion engine is disclosed. The intercooler comprises an elongated body having a longitudinal axis. The elongated body has a central passageway that extends substantially parallel to the longitudinal axis. An inlet opening is located on one end of the elongated body such that the intake gas enters the central passageway though the inlet opening. The intercooler further includes a plurality of cooling tubes forming at least a portion of the elongated body. The plurality of tubes substantially surround the central passageway. Each of the cooling tubes is spaced from an adjacent cooling tube such that an air flow path is formed there between. The intake gas is cooled by flowing past the cooling tubes. Preferably, the intake gas flows along the central passageway in the elongated body and radially outward therefrom through the air flow path between the cooling tubes. The intercooler includes at least one plate extending substantially orthogonal to the longitudinal axis. Each plate includes a central opening therein, which corresponds to the central passageway in the elongated body such that the intake gas is capable of flowing through the central opening. Each plate has a plurality of openings formed thereon about a periphery of the plate. One cooling tube is fed through each opening.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application relates to and claims priority to U.S. ProvisionalPatent Application No. 60/433,014, filed on Dec. 13, 2002, the contentsof which are incorporated herein by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to an internal combustion engine having aflame arrester arranged in an induction system of the engine. Inparticular, the present invention relates to a flame arrester that iscombined with a cooler for the air or mixture of air and gas that is tobe drawn into the cylinder or cylinders of the engine.

2. Description of Related Art

According to the prior art, flame arresters are typically arranged in oradjacent the intake port of an internal combustion engine. JP 03054354 Adiscloses a flame arrester that is incorporated into the inductionsystem of an internal combustion engine so as to prevent the inductionsystem from being damaged by the cylinder backfiring into the inductionsystem. The flame arrester confines any possible backfires to the areabetween the flame arrester and the cylinder of the engine. According toJP 03054354 A, the flame arrester is essentially constructed like acooler through which coolant flows through a plurality of water tubes.The gas that is to be burned in the engine flows through the flamearrester past the water tubes. The flame arrester is arranged in theintake port of the engine, between a combustion chamber and a throttlevalve and positioned downstream of the fuel injector. Because of itsgreat capacity for absorbing heat it is intended to prevent flames fromspreading into the area ahead of the flame arrester. This flamearrester, however, is not well suited for use in most internalcombustion engines because of the size constraints associated with mostengines. The flame arrester can only be integrated into an inductionsystem at considerable cost.

U.S. Pat. No. 5,375,565 A describes a flame arrester for internalcombustion engines. The flame arrester includes a cylindrical housingwith an inlet opening and an outlet opening, and a plurality ofhoneycomb channels between the inlet opening and the outlet opening.Each of the channels is of a predetermined length and a predeterminedcross section. The cylindrical housing is arranged in the inductionmanifold of the internal combustion engine and is for use insupercharged engines. The cooling achieved by this arrangement, however,is limited because the heat that is transferred from the hot gas to thechannels can only be dissipated through the housing.

BRIEF SUMMARY OF THE INVENTION

It is an aspect of the embodiments of the present invention to provide aflame arrester that occupies a minimal amount of space within the enginewhile providing a powerful charge-air cooler for an internal combustionengine.

The combined flame arrester and intercooler has an elongated base bodythat is formed by cooling tubes that are preferably arranged parallel toone another and spaced apart from each other. The tubes are arranged toprovide a central air passage through which charge air enters the flamearrester before entering the desired intake passages. A coolant flowsthrough these tubes. The charge air flows radially through the basebody, and in so doing flows radially around the tubes. Such anarrangement permits a single flame arrester to be used to cool chargeair being supplied to more than one cylinder.

Effective cooling of the charge air and a reliable flame arrester willresult if the base body incorporates a passage that extends radially forthe charge air. Charge air will enter the core of the base body axiallyand then flow through the base body from the inside to the outside,through the intermediate spaces between the individual tubes, so thatheat is exchanged between the charge air and the coolant. In exactly thesame way, a backfire can flow through the base body in the oppositedirection. Flame inhibition and resistance to flow can both be adjustedby the spacing between the individual tubes.

Plates are installed between the tubes, transversely to the longitudinalaxis of the tubes, so as to increase the cooling effect on the chargeair, and to enhance the stability of the base body and the effectivenessof the flame arrester. These plates fix the positions of the tubesrelative to one another and, at the same time, they serve as large-areacooling fins. The number and spacing of the individual plates are bothselected as required, for example as a function of the heat that is tobe dissipated, flame-propagation safety, and the like. The number ofplates can vary. Usually, the plates are formed of sheet metal andincorporate a central opening for the charge-air feed. The size of thecentral opening can vary. Each plate also has a plurality of holesspaced around their peripheries through which the tubes pass. Tubes andplates are soldered, cemented, pressed, or welded to one another.

In order to keep the installed size of the combined flame arrester andcharge-air cooler as small as possible, an end piece that connects thetubes to one another is provided. An inlet/outlet connector is providedto connect a specific number of tubes to a coolant feed and theremaining tubes to a coolant return. Coolant then flows in through thecoolant feed passes through half the tubes from the connector to theoutlet connector, and is then fed back from the outlet connector throughthe other half of the tubes to the inlet connector, where it isdischarged through the coolant outlet. Because of it small installedsize, the combined flame arrester/charge air cooler according to thepresent invention can be integrated very easily into an inductionsystem. Furthermore, it can cool the charge air for one or morecylinders.

In accordance with the embodiments of the present invention, anintercooler for cooling intake gas for an internal combustion engine isdisclosed. The intercooler preferably functions as both an intercoolerand a flame arrester for arresting backfires from the engine cylindersbefore the flames can exit the intake manifold. Thereby any blowing outof the backfire into the engine compartement is prevented. The internalcombustion engine has an intake manifold, wherein the intake manifoldsupplies intake gas to at least one engine cylinder. The intercoolercomprises an elongated body having a longitudinal axis. The elongatedbody has a central passageway that extends substantially parallel to thelongitudinal axis. An air inlet opening is located on one end of theelongated body such that the intake gas enters the central passagewaythough the inlet opening. The intercooler further includes a pluralityof cooling tubes forming at least a portion of the elongated body. Theplurality of tubes substantially surround the central passageway. Eachof the cooling tubes is spaced from an adjacent cooling tube such thatan air flow path is formed there between. The intake gas is cooled byflowing past the cooling tubes. Preferably, the intake gas flows alongthe central passageway in the elongated body and radially outwardtherefrom through the air flow path between the cooling tubes. Theplurality of cooling tubes may extend substantially parallel to thelongitudinal axis.

The plurality of cooling tubes include a first group of cooling tubesoperatively connected to a coolant inlet and a second group of coolingtubes operatively connected to a coolant outlet. The first group ofcooling tubes is operatively connected to the second group of coolingtubes such that a coolant flows from the coolant inlet into the firstgroup of cooling tubes, the coolant then flows through the first groupof cooling tubes to the second group of cooling, the coolant then exitsthe second group of cooling tubes through the coolant outlet. An outletring can operatively connect the first group of cooling tubes to thesecond group of cooling tubes such that the coolant flows from the firstgroup of cooling tubes to the second group of cooling tubes.

The intercooler further includes an inlet ring connected to one end ofthe elongated body. The inlet ring includes the coolant inlet and thecoolant outlet. The inlet ring can be connected to a closed loop coolingsystem or an open loop cooling system.

The intercooler in accordance with embodiments of the present inventionfurther includes at least one plate extending substantially orthogonalto the longitudinal axis. Each plate includes a central opening therein,which corresponds to the central passageway in the elongated body suchthat the intake gas is capable of flowing through the central opening.Each plate has a plurality of openings formed thereon about a peripheryof the plate. One cooling tube is fed through each opening. A pluralityof plates can be spaced along the longitudinal axis of the elongatedbody. According to a preferred embodiment, with such an arrangement, thediameter of the central opening can be varied between plates to adjustthe flow rate within the central passageway such that an equal volume ofintake gas is supplied to each engine cylinder. This is especiallyuseful when the volume of the surge tank is minimized (the intaketrumpets are positioned close by the intercooler). The intercooler inaccordance with embodiments of the present invention permits the use ofa single intercooler for cooling the intake gas that is supplied to anyone of a multiple of cylinders. Similarly, a single intercooler can beused as a flame arrester to limit the passage of back fires from any ofthe cylinders connected to the same intake manifold.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will be described in conjunction with the followingdrawings in which like reference numerals designate like elements andwherein:

FIG. 1 is a partial cross section view of a combined flame arrester andcooler according to one embodiment of the present invention;

FIG. 2 is an enlarged schematic view of the combined flame arrester andcooler of FIG. 1;

FIG. 3 is a variant of the combined flame arrester and cooler shown inFIG. 2;

FIG. 4 is one installation variant for the combined flame arrester andcooler of FIG. 1, wherein the orientation of the flame arrester isreversed;

FIG. 5 is a cross sectional end view of the combined flame arrester andcooler according to another embodiment of the present invention;

FIG. 6 is a cross sectional end view along 6—6 in FIG. 7 of the combinedflame arrester and cooler according to another embodiment of the presentinvention;

FIG. 7 is a side cross sectional view of the combined flame arrester andcooler of FIG. 6;

FIG. 8 is a side cross sectional view of the combined flame arrester andcooler according to another embodiment of the present invention;

FIG. 9 is a variation of the combined flame arrester and cooler of FIG.5;

FIG. 10 is a partial exploded schematic view of the combined flamearrester and cooler according to another embodiment of the presentinvention;

FIG. 11 is a schematic view of the combined flame arrester and cooler ofFIG. 10;

FIG. 12 is a side cross sectional view of an air intake for a normallyaspirated internal combustion engine having a combined flame arresterand cooler in accordance with the embodiments of the present invention;and

FIG. 13 is a side cross sectional view of an air intake for asupercharged internal combustion engine having a combined flame arresterand cooler in accordance with the embodiments of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

An internal combustion engine has an air intake system or inductionsystem 1. It is contemplated that the internal combustion engine can beused in personal watercraft, all terrain vehicles, snowmobiles, boats,outboard engines and other vehicles. The induction system 1 is connectedto the cylinder head housing (not shown) of the internal combustionengine on a side of the engine opposite an exhaust manifold, asdescribed, for example, in U.S. Pat. No. 6,601,528 to Bilek et al,entitled “Four Stroke Engine With Intake Manifold,” the entiredisclosure of which is incorporated herein by reference. The air intakeinto the engine is effected via an air box, not shown. Air entering theair box can flow through a tube connecting the air box with the engine,and then passes to an air intake manifold or plenum 14, of the inductionsystem 1. The air manifold 14 is preferably formed from a plasticmaterial, however, other materials are contemplated including, metals,high strength alloys and other suitable synthetic materials may be used.From the air intake manifold 14, the charge air flows into one or morecylinders.

As shown in FIGS. 1 and 4, the air manifold 14 has a symmetricalgeometry. With this arrangement, air flow into the air manifold 14 canbe provided at either end of the air manifold 14, thereby enabling useof the same air manifold 14 in either a normally aspirated engine, shownin FIG. 12, or a supercharged engine, shown in FIG. 13, which can havedifferent flow paths for air into the air intake manifold. In thenormally aspirated engine, the air from a throttle 100 (if the enginehas fuel injection) or a carburetor (if the engine does not have fuelinjection) flows into one end of the air manifold 14. In a superchargedengine, the air can flow into the air intake manifold 14 through athrottle 100 in an opposite end.

The air manifold 14 further includes at least one intake pipe (or intakerunner ) 21. One intake pipe 21 corresponds to each cylinder. Whilethree intake pipes 21 are illustrated, any number of pipes 21 can beprovided so long as one pipe 21 corresponds to each engine cylinder.Each intake pipe 21 is operatively connected to a respective intakepassageway or intake port (not shown) to supply air to the combustionchambers through intake openings (not shown). Each intake pipe 21 isoperatively connected to a fuel injector 110. Each fuel injector 110 isconnected to a common fuel rail 111. The flow pattern of the air withinthe air manifold 14 is indicated by the arrows in FIGS. 1 and 4. Asshown, the air enters the air manifold 14 through one end through aninlet opening 6. The air passes radially through a combined flamearrester or trap and cooler 2 and then flows through each intake pipe 21to the respective intake passageway.

The combined flame arrester or trap and cooler 2 in the air manifold 14prevents backfire of flames from entering the compartment interiorhousing the internal combustion engine. The location of the flamearrester/cooler 2 is advantageous. As shown in FIGS. 1 and 4, the flamearrester/cooler 2 is located within the central passageway in the airmanifold 14. As such, the flame arrester/cooler 2 is located between theintake pipe 21 and the air inlet. In the event of a backfire, thislocation is advantageous because all flames are caught by the flamearrester 2 before passage to the air inlet (i.e., the throttle or thesupercharger). Thus, a backfire flame cannot reach outside of theengine, which is especially important when the engine is installed on awatercraft or aircraft where an engine compartment fire can be moredisastrous than in an automobile. The combined flamer arrester andcooler 2 is preferably positioned between the throttle 100 and the fuelinjectors 110, as shown in FIGS. 12 and 13.

The flame arrester or trap/cooler 2 in accordance with preferredembodiments of the present invention will now be discussed in greaterdetail. It is desirable to cool the air or gas mixture before it entersthe combustion chamber. This is especially important in a superchargedinternal combustion engine where the supercharger increases thetemperature of the intake air. Lowering the temperature of the intakeair improves engine output and performance because it increases thedensity of the air entering the combustion chamber. According topreferred embodiments, the combined flame arrester/cooler 2 combines aflame arrester with an intercooler to form one structural unit. Theflame arrester/cooler 2 has a generally cylindrical base body 3. Theflame arrester/cooler 2 is not limited to a cylindrical base body 3;rather, other configurations are contemplated including rectangular,square, octagonal, arcuate, etc. The base body 3 includes a plurality ofcooling tubes that extend generally parallel to an axis 4 of the basebody 3. The tubes 5 are spaced apart from one another. The tubes 5 arespaced such that the charge air from the air box can flow around thetubes 5 prior to entering the intake pipes 21 such that the charge airis suitably cooled. A suitable coolant flows through the tubes 5 suchthat the tubes 5 withdraw heat from the charge air. The tubes 5 arearranged to form a hollow base body 3 which forms a central passageway22. As shown, the tubes 5 are arranged to form a hollow cylinder. Otherconfigurations are contemplated preferably having a hollow centralpassageway to permit the flow of charge air therethrough.

One end of the manifold 14 includes an inlet opening 6. Charge air fromthe air box enters the manifold 14 through the inlet opening 6. Thecharge air then flows into the central passageway 22 in the flamearrester/cooler 2. From the central passageway 22 the charge air thenflows radially outward through the spaces between tubes 5 into theintakepipes 21 of the manifold 14 where it is then fed into the enginecylinders.

A plurality of plates 7 are provided between the tubes 5 to maintain thetubes 5 in their spaced relationship. The plates 7 extend transverselyto the longitudinal axis 4 of the base body 3. The plates 7 improve thestability of the base body 3, which is important when functioning as aflame arrester so the tubes 5 do not rupture or fracture in response tothe forces associated with a back fire. The plates 7 also improve thecooling effect on the charge air.

The plates 7 serve as large-area cooling fins. The number and spacing ofthe individual plates 7 can vary and is dependent upon the desiredcooling effect and stability requirements. Each plate 7 can be formed ofsheet metal and incorporate a central opening 8 for the charge-air feedso that the charge air flows through. A plurality of holes 9 are spacedaround the periphery of the plate 7 through which the tubes 5 arerouted. The diameter of the central opening 8 can vary. According to apreferred embodiment, by varying the diameter of the central opening 8,the flow distribution of the air within the central passageway 22 withinthe base body 3 can be regulated such that equal volumes of charge airtravel through the flame arrester/cooler 2 to each of intake pipes 21 sothat equal volumes of charge air are fed in the respective enginecylinder. For example, a single plate 7 is employed in the embodimentillustrated in FIG. 9. The plate 7 has a small opening to restrict theflow of air such that the charge air is forced around the tubes 5 evenin the vicinity of inlet 6. The elongated arrangement of the flamearrester/cooler 2 in accordance with the present invention permits theflame arrester/cooler 2 to be used in various sized engines. A singleflame arrester/cooler 2 can be used to simultaneously supply air tomultiple engine cylinders. As such, a single system for cooling thecharge air is employed. Similarly, a single system can be used tocontrol the backfire from more than one engine cylinder.

As shown in FIG. 1, the tubes 5 are spaced apart from each other aroundthe periphery of the base body 3. The tubes 5 can be arranged in a pairof rows. As shown in FIG. 1, the plate 7 has an outer row of openings 9and an inner row of openings 9. It is contemplated that more than tworows of tubes 5 can be provided, as shown in FIGS. 6 and 7. It is alsocontemplated that only a single row of tubes 5 can be used. The size andshape of the tubes 5 can vary. The tubes 5 preferably have an innerdiameter of 5 mm and an outer diameter of 6 mm. The tubes 5 can have acircular cross section as shown in FIGS. 1 and 6. The tubes 5 can alsohave an arcuate cross section as shown in FIGS. 5 and 9. The arcuatetubes 5 have enlarged cooling surfaces. With such an arrangement, thenumber of plates 7 can be reduced. Other non-circular cross sections arecontemplated for the tubes 5. The arrangement can be staggered as well.The inner rows of tubes 5 in the embodiment illustrated in FIG. 6 havesuch an arrangement. The tubes 5 are preferably arranged to maximize aircontact with the same to sufficiently cool the charge air. The tubes 5of the inner and the outer layers are offset relative to each other, asshown in FIG. 6 and arranged so as to be positioned over the gaps in theother layer so as to improve the cooling effect and the flame arrestingqualities.

At one end of the base body 3 there is an outlet ring 10 that connectsthe tubes 5 to one another, and at the other end there is an inletconnector 11, as shown in FIGS. 1 and 4. The inlet connector 11 connectsone half of the tubes 5 to a coolant feed 12, and the other half of thetubes 5 to a coolant outlet 13. Coolant that is delivered through thecoolant feed 12 flows through one half of the tubes 5 from the inletconnector 11 to the outlet ring 10 and then flows back to the inletconnector 11, where it is discharged from the flame arrester/cooler 2 byway of the coolant outlet 13. The inlet connector 11 and the coolantfeed 12 can be connected to a closed-loop cooling system whereinsuitable coolant is recirculated through the coolant system. It is alsocontemplated that the inlet connector 11 can be connected to an openloop coolant system where the coolant is supplied from an outside sourcesuch as a body of water. The flame arrester/cooler 2 is sealed into themanifold 14 of the induction system 1.

As previously stated, the number of tubes 5 and plates 7 can vary. Forexample, one variation is illustrated in FIG. 2. In FIG. 2, the flamearrester/cooler 2 includes a plurality of tubes 5 and plates 7. Theplates 7 are spaced approximately 15 mm apart. The spacing betweenplates 7 can vary based upon the number of plates 7 used and the overalllength of the arrester/cooler 2. In another variation illustrated inFIG. 3, the flame arrester/cooler 2 includes approximately thirty-sixtubes 5 with two hundred fifty-six plates 7 that are spacedapproximately 1 mm apart. With such an arrangement, the plates 7 play agreater roll in cooling the charge air. The number of plates 7 has animpact on the flow characteristics of air within the arrester/cooler 2.In the variation illustrated in FIG. 8, a single plate 7 is provided.

The flame arresting characteristics of the flame arrester/cooler 2 canbe improved by providing a wire gauze 23 on an inner side or outer sideof the tubes 5 or somewhere between the tubes 5 such that the gauze ispositioned between the central passageway 22 and the tubes 5, as shownin FIGS. 5, 6 and 7. The gauze 23 can be formed from copper, preferablyfrom brass, or other suitable material.

A variation of the flame arrester/cooler is illustrated in FIGS. 10 and11. Like the flame arrester/cooler 2, the flame arrester/cooler 100includes an elongated base body 103. The elongated body 103 is sized tobe received within the intake manifold or plenum 14 such that the airintake flowing into the flame arrester/cooler 100 is fed into each ofthe intake pipes 21. Like the embodiments of the arrester/cooler 2,described above, the arrester/cooler 100 can supply intake air to morethan one cylinder.

The elongated body 103 has a central passageway 122. A plurality ofcooling tubes 105 are positioned within the central passageway 122. Asuitable coolant flows through the cooling tubes 105. The cooling tubes105 can be connected to a closed-loop cooling system wherein a suitablecoolant is recirculated through the coolant system. It is alsocontemplated that the cooling tubes 105 can be connected to an open-loopcoolant system where the coolant is supplied from an outside source ofcoolant, such as a body of water.

A plurality of plates 107 are provided. The coolant tubes 105 extendthrough openings 108 in the plates 107. The plates 107 maintain thetubes 105 in their spaced relationship. Like plates 7, the plates 107improve the cooling effect on the charge air. The tubes 105 and plates107 function not only to cool the intake air supplied to the variousengine cylinders, but to also control the backfire from any of theengine cylinders.

The body 103 includes a flow director surface 110 located within thecentral passageway 122. The flow director surface 110 can be a ramp orother suitable structure for directing the flow of charge air. As shownin FIG. 11, intake air is directed to a lower portion of the centralpassageway 122. It flows in a direction parallel to the longitudinalaxis of the body 103. The air then flows radially through the spacesformed between the plates 107 and the tubes 105 such that the air iscooled before being fed into the intake pipes 21.

The foregoing illustrated embodiments are provided to illustrate thestructural and functional principles of the present invention and arenot intended to be limiting. To the contrary, the principles of thepresent invention are intended to encompass any and all changes,alterations and/or substitutions within the scope and sprit of thefollowing claims.

1. An induction system for supplying intake gas to at least one cylinderof an internal combustion engine, the induction system comprising: anintake manifold; and an intercooler disposed at least partially in theintake manifold for cooling the intake gas, the intercooler comprising:a body having a longitudinal axis, and a passageway formed in the body;an inlet opening located on one end of the body, wherein the intake gasenters the passageway through the inlet opening; and a plurality ofcooling tubes forming at least a portion of the body, wherein theplurality of tubes at least partially surrounds the passageway, whereineach of the plurality of cooling tubes is spaced from an adjacentcooling tube such that an air flow path is formed therebetween.
 2. Theinduction system according to claim 1, wherein the passageway is acentral passageway that extends substantially parallel to thelongitudinal axis.
 3. The induction system according to claim 1, whereinthe plurality of tubes substantially surrounds the passageway.
 4. Theinduction system according to claim 1, wherein the intake gas flowsalong the passageway within the body and radially outward therefromthrough the air flow path between the cooling tubes.
 5. The inductionsystem according to claim 1, wherein the plurality of cooling tubesextends substantially parallel to the longitudinal axis.
 6. Theinduction system according to claim 1, wherein the plurality of coolingtubes comprises: a first group of cooling tubes operatively connected toa coolant inlet; and a second group of cooling tubes operativelyconnected to a coolant outlet, wherein the first group of cooling tubesis operatively connected to the second group of cooling tubes such thata coolant flows from the coolant inlet into the first group of coolingtubes, the coolant then flows through the first group of cooling tubesto the second group of cooling tubes, the coolant then exits the secondgroup of cooling tubes through the coolant outlet.
 7. The inductionsystem according to claim 6, further comprising: an outlet ringconnected to one end of the body, wherein the outlet ring operativelyconnects the first group of cooling tubes to the second group of coolingtubes such that the coolant flows from the first group of cooling tubesto the second group of cooling tubes.
 8. The induction system accordingto claim 7, wherein the outlet ring is located on an end of the bodyopposite the inlet opening.
 9. The induction system according to claim6, further comprising: an inlet ring connected to one end of the body,wherein the inlet ring includes the coolant inlet and the coolantoutlet.
 10. The induction system according to claim 2, furthercomprising: at least one plate extending substantially orthogonal to thelongitudinal axis, wherein each of the at least one plate includes acentral opening therein, wherein the central opening corresponds to thecentral passageway in the body such that the intake gas is capable offlowing through the central opening.
 11. The induction system accordingto claim 10, wherein each plate comprises a plurality of openings formedtherein about a periphery of the plate, wherein one of the plurality ofcooling tubes is received within a corresponding one of the plurality ofopenings.
 12. The induction system according to claim 10, wherein the atleast one plate includes a plurality of plates spaced along thelongitudinal axis of the body.
 13. The induction system according toclaim 1, further comprising: a wire gauze extending the length of thebody, the wire gauze being positioned between the passageway and theplurality of cooling tubes.
 14. The induction system according to claim1, further comprising: at least one plate extending substantiallyorthogonal to the longitudinal axis, wherein each of the at least oneplate includes a plurality of openings formed therein for receiving oneof the plurality of cooling tubes.
 15. The induction system according toclaim 14, wherein the at least one plate includes a plurality of platesspaced along the longitudinal axis of the body.
 16. The induction systemaccording to claim 1, further comprising a flow director surface fordirecting the intake gas into the passageway.
 17. An internal combustionengine comprising: at least one engine cylinder having an intake port;an intake manifold for supplying intake gas to the intake port; and anintercooler for cooling the intake gas before the intake gas is suppliedto the intake port, the intercooler comprising: an body having alongitudinal axis; and a plurality of cooling tubes being supplied witha coolant, wherein each of the plurality of cooling tubes is spaced fromother cooling tubes disposed adjacent thereto such that a plurality ofair flow paths is formed between the plurality of cooling tubes, whereinthe intake gas flows through at least one of the plurality of air flowpaths before flowing into the intake port of the at least one enginecylinder, the intercooler being positioned at least partially within theintake manifold.
 18. The internal combustion engine according to claim17, wherein the intercooler further comprises a passageway that extendssubstantially parallel to the longitudinal axis.
 19. The internalcombustion engine according to claim 18, wherein the plurality ofcooling tubes substantially surrounds the passageway.
 20. The internalcombustion engine according to claim 18, wherein the at least onecylinder is at least two engine cylinders, wherein the intake manifoldincludes at least two intake pipes which correspond to the at least twoengine cylinders, wherein the intercooler is arranged within the intakemanifold such that the intake gas flows into the passageway, thenradially outward away from the passageway through the plurality of airflow paths past the plurality of cooling tubes into the at least twointake pipes.
 21. The internal combustion engine according to claim 20,wherein the plurality of cooling tubes comprises: a first group ofcooling tubes operatively connected to a coolant inlet; and a secondgroup of cooling tubes operatively connected to a coolant outlet,wherein the first group of cooling tubes is operatively connected to thesecond group of cooling tubes such that a coolant flows from the coolantinlet into the first group of cooling tubes, the coolant then flowsthrough the first group of cooling tubes to the second group of coolingtubes, the coolant then exits the second group of cooling tubes throughthe coolant outlet.
 22. The internal combustion engine according toclaim 21, wherein the intercooler further comprises: an outlet ringconnected to one end of the body, wherein the outlet ring operativelyconnects the first group of cooling tubes to the second group of coolingtubes such that the coolant flows from the first group of cooling tubesto the second group of cooling tubes.
 23. The internal combustion engineaccording to claim 21, wherein the intercooler further comprises: aninlet ring connected to one end of the body, wherein the inlet ringincludes the coolant inlet and the coolant outlet.
 24. The internalcombustion engine according to claim 19, wherein the intercooler furthercomprises at least one plate positioned within the body.
 25. Theinternal combustion engine according to claim 24, wherein each of the atleast one plate includes a plurality of openings formed therein forreceiving one of the plurality of cooling tubes.
 26. The internalcombustion engine according to claim 24, wherein the at least one plateincludes a plurality of plates spaced along the longitudinal axis of thebody.
 27. The internal combustion engine according to claim 25, whereineach of the at least one plate includes a central opening therein,wherein the central opening corresponds to a passageway in the body suchthat the intake gas is capable of flowing through the central openingthrough the passageway.
 28. The internal combustion engine according toclaim 27, wherein the intercooler further comprises a flow directorsurface for directing the intake gas into the passageway.
 29. Acombination of an intake manifold and an intercooler comprising: anintake manifold having at least one intake pipe configured for supplyingintake gas to at least one engine cylinder; a passageway positionedwithin the intake manifold for supplying intake gas to the at least oneintake pipe; and an intercooler at least partially positioned within thepassageway, the intercooler comprising: a body having a plurality ofcooling tubes located therein, wherein each of the plurality of coolingtubes is spaced from other cooling tubes disposed adjacent thereto suchthat a plurality of air flow paths is formed between the plurality ofcooling tubes, wherein the intake gas flows through at least one of theplurality of air flow paths before flowing into the at least one intakepipe.
 30. The combination according to claim 29, wherein the intercoolerfurther comprises: at least one plate positioned within the body,wherein each of the at least one plate includes a plurality of openingsformed therein for receiving one of the plurality of cooling tubes. 31.The induction system according to claim 1, further comprising a chargingdevice disposed in the induction system upstream of the intercooler.